Fuel-injector for explosion-engines.



L. M. ELLIS.

FUEL INJECTOR FOB EXPLOSION ENGINES.

APPLIOATIOH FILED JULY 18, 1913.

11,102,025 1 Patented June 30, 1914.

LEWIS M. ELLIS, or DETROIT, MI'c'r 'rsAN.

FUEL-INJECTOR FOR EXPLOSION-ENGINES.

Specification of Letters Patent.

Patented June 30, 1914;

Application filed July 18, 1913. Serial No. 779,685.

To all whom it may concern Be it known that I, LuwIs M. ELLIS, a citizen of the United States of America, residing at Detroit, in the county of \Vayne and State of Michigan, have invented certain new and useful Improvements in Fuel- Injectors for Explosion-Engines, of which the following is a specification, reference being had therein to the accompanying drawm s.

y invention relates to fuel feeding means for explosion engines, and more particularly to that type of fuel feeding means in which the air chamber of the fuel receptacle or other supply is operatively connected to the crank case chamber, so that the vacuum and compression produced in 'the crank case assist in the feeding of the fuel.

The invention consists in the peculiar construction, arrangement and combination of parts as will more fully hereinafter appear and as claimed.

While my invention is adapted for'use with engines other than the two-cycle type, in order that the invention may be better understood, I will show and describe the same in connection with this type of ene. In the drawings,-the figure is a central, vertical -section through an internal combustion engine of the two-cycle type, having my improvement applied thereto.

A is the engine cylinder, B the piston, Cthe crank case and D the, itman connectingthe piston and the cran shaft E.

F designates the transferpassage, G- theinlet ports, and H the exhaust.

I is a fuel receptacle which is provided with a float J for operating a valve K that.

controls the admission of fuel to the receptacle I from the supply pipe L. Leadottom of the fuelreceptacleto the cylinder A is a condult.

ing from adjacent the M which supplies fuel to the explosion chamber from the fuel receptacle. The lat-,

ter is in communication with the crank case chamber by means of a pipe or conduit N which has one end opening into the transfer passage F and has the opposite end;

leading to the air chamberor space in the connection between the fuel receptacle and the crank case, the pressure in the receptacle I will be lowered, permitting fuel to be fed thereinto from the supply'conduit L, While upon the down-stroke of the, piston, the

compression in the crank case is transferred to the fuel in the receptacle so as to feed the fuel from the discharge conduit leading to the fuel receptacle when the piston uncovers the inlet port. In the constructlons of engines heretofore in use in which the conduit leading from the fuel receptado to the engine cylinder is arranged to discharge into the combustion chamber, the discharge end of said conduit has been in constant communication with'the transfer passage. This subjects the discharge end of the conduit to the suction and compression in the crank case. Such an arrangement is very objectionable, since if the engine shaft has a speed of 800 rev'blutions per minute, the discharge end of the supply conduit for the cylinder is subjected to 1600 reversals in pressure a minute. This not only interferes with the proper feeding of the fuel to the cylinder, but also produces slobbering .at the discharge end of the cylinder -supply conduit. 7

Withmy improved construction the dis charge end 0 of the conduit M is arranged so as to be intermittently opened and closed. Preferably the end 0 is positioned flush with the inner face T of the cylinder wall, so as to be opened and closed by the piston, the end 0 being uncovered only when the cyiinder inlet is open. Such a construction not only serves to positively close the dis- 'charge end of the cylinder supply conduit during the greater portion of the cycle, thereby eifectively preventing slobbering, but

also avoids subjecting the discharge end 0 to the numerous rapid reversals in pressure of the crank case.

As before stated, the suction produced in the crank case acts through the conduit N 'the. engine is running at high speed, the

length of time the fuel receptacle is subjected to a vacuum isvery short and is not sufli cient to provide a proper feeding of the fuel to the receptacle. 1 have, therefore, so

designed my improved construction that the length of time the fuel receptacle I is subjected to a vacuum may be prolonged or regulated as desired. This is accomplished by cutting off communication between the crank case and the air chamber of the fuel receptacle at a predetermined point in the cycle. In the construction shown in the drawings the conduit N is provided with a valve chamber Q and arranged within the valve chamber is a valve R, herein shown as of the piston type. This valve R is driven in timed relation to the piston through the medium of any suitable drive mechanism, as S, connected to be actuated from the crank shaft.

In operation, referring to the two-cycle engine illustrated, when the piston is as shown in the drawings, the valve It is opened so as to establish communication between the crank fease C and the receptacle I. Upon the initial up-stroke of the piston, after the exhaust and inlet ports are closed, suction is produced in the crank case until the piston uncovers the passage P leading to the crank case. Similarly a suction will be produced in the receptacle I throu h the medium of the conduit N, thereby e ecting a feeding of the fuel from the conduit L. I

When the piston uncovers the passage P air rushes into the crank case, destroying the vacuum therein, but the drive mechanism for the valve R is preferably so timed that just before the passage P is opened, the valve will be closed and will remain closed during the continued up-stroke of the piston. Therefore, when the valve It is closed, the receptacle I is subjected to less than atmospheric pressure and the vacuum is maintained in the receptacle I until the valve is again opened, except as the vacuum is lessened by the fuel entering the receptacle. Preferably the valve is opened upon the initial down-stroke of the piston and remains open until closed atthe point in the compression stroke, as before described; Upon the opening of the valve the receptacle I is subjected to the pressure produced by the compression of the air in the crank case, so that when the discharge end 0 of the conduit M is uncovered, a supply of fuel will be injected into the combustion chamber.

Whether employed with a two-cycle or four-cycle engine the vacuum in the fuel receptacle is prolonged for a period greater than the vacuum is maintained in the crank case or air compression chamber, by cutting 0% communication between the fuel recep tacle and the crank case after the initial out-stroke of the piston before the inlet valve for thelatter is opened.

What I claim as my invention is r-- 1. In an internal combustion engine, the combination of a cylinder forming the combustion chamber, a compression chamber, a

transfer passage between the combustion and compression chambers, a fuel receptacle, means connecting the receptacle above the liquid therein and said compression chamber, and a supply connection leading from the receptacle below the fuel level therein to the cylinder,-the outlet end of said connection being arranged to discharge directly into the cylinder independent of the transfer passage, and means for closing said supply connection during a portion of the cycle.

2. In an internal combustion engine, the combination of a cylinder forming the combustion chamber, a compression chamber, an air inlet for the latter, a piston in the cylinder adapted to compress air in the compression chamber, a transfer passage between the combustion and compression chambers, a fuel receptacle, means connecting the receptacle above the liquid therein and said compression chamber, a supply connection leading from the receptacle below the fuel level therein to the cylinder, said connection being out of communication with the transfer passage and havingthe outlet end thereof arranged to be closed by the piston during a portion of the cycle.

3. In an internal combustion engine, the combination of a cylinder forming the combustion chamber, a crank case, a piston in said cylinder, a transfer passage between the crank case and the combustion chamber, an inlet for the crank case, a, fuel receptacle, means connecting the receptacle above the liquid therein and said crankcase, a connection leading from the receptacle below the fuel level therein and having its discharge end opening into the cylinder independently of the transfer passage-and arranged to be controlled by the piston.

4. In an internal combustion engine, the combination of a cylinder forming the combustion chamber, a compression chamber, an inlet for the latter chamber, a piston in the cylinder, a fuel receptacle, means connecting the receptacle above the liquid therein and said compression chamber, a supply connection leading from the receptacle'belo w' the fuel level therein to. supply fuel for the cylinder, and means for cutting off communication between the compression chamher and the fuel receptacle before the inlet for the compression chamber is opened.

5. In an internal combustion engine, the combination of a cylinder forming the combustionchamber, a crank case, an inlet therefor, a piston in the cylinder, a transfer passage between the crank case and the combustion chamber, an inlet forthe crank case, a fuel receptacle, means connecting the receptacle above the liquid therein and said crank case, a connection leading from the receptacle below the fuel level therein for supplying fuel for the combustion chamber,

and means driven'in timed relation to the piston for cutting oil communication lie-I tween the com ression chamber and the fuel receptacle be ore the inlet for the compression chamber is opened.

6. In an internal combustion engine, the combination of a cylinder forming the combustion chamber, a second chamber, a fuel connection leading from the receptacle to supply fuel for the cylinder.

7. In an internal combustion engine, the

combination of a cylinder forming the combustion chamber, a crank case, a piston in the cyhnder, a transfer passage between the crank case and the combustion chamber, an inlet for the crank case a fuel receptacle, said piston bein adapted to produce a vacuum in the era case during a portion of the cycle, means connecting the receptacle 25 above the liquid therein and said crank case, whereby the vacuum in the crank case pro-' duces a vacuum in the receptacle, means for maintaining the vacuum in the receptacle for a period longer than the vacuum in the 30 crank case is mamtained', and a supply connection leading from the receptacle for supplying fuel for the combustion chamber.

In testimon whereof I afiix my signature in presence 0 two witnesses.

LEWIS M. ELLIS.

Witnesses:

WM. J. BELKNAP, JAMES P. BARRY. 

